Air-brake system and engineer&#39;s valve.



PATENTED APR. 30, 1907.

G. MAGLOSKIE.

AIR BRAKE SYSTEM AND ENGINEERS VALVE.

APPLICATION FILED NOV. 9, 1905.

2 SHEETS-SHEBT l.

Witnesses:

1 W George Maclosuiz.

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nn uomu: nuns co. wunma N0. 851,818. PATENTED APR. 30, 1907.

' G. MAOLOSKIB.

AIR BRAKE SYSTEM AND E'NGINEERS VALVE.

APPLICATION FILED NOV.9, 1905.

2 SHEETS-SHEET 2.

Inventor Georqe Macloshie,

Wimesszs:

nu: NORRIS PETER: ca. nsmumon. n. I:

UNTTED STATES PATENT OEETCE.

GEORGE MAOLOSKIE, OF SOHENEOTADY, NEW YORK, ASSIGNOR TO GENERAL ELECTRICCOMPANY, A CORPORATION OF NEW YORK.

Specification of Letters IE'atentv iratented April 30, 1907.

An rlication filed Nwembe 9,1905. Serial No. 286,513.

To ctZZ whom it may concern:

Be it known that I, GEORGE Macrosxin, a citizen of the United States,residing at Schenectady, county of Schenectady, and State of New York,have invented certain new and useful Improvements in Air-Brake Systemsand Engineers Valves, of which the following is a specification.

My invention relates to air-brake systems of the type known asautomatic, in which the train-pipe pressure is lowered to apply thebrakes and raised to release the brakes, and has particular reference toautomatic airbrake systems in which a plurality of engineers valves areemployed.

In the usual automatic air-brake system as applied to trains drawn bysteam engines, only a single engineers valve is employed;

but sometimes, as for instance, in the case of electric locomotiveswhich are designed to run in either direction, it is convenient anddesirable to employ two engineers valves, one at each end of thelocomotive. The standard engineers valve comprises what is known as anequalizing piston and an equal izing discharge valve controlled by thepiston. One side of the piston is subjected to the pressure of theequalizing reservoir, and the other side to the pressure of thetrain-line, these pressures being normally equal. In applying the brakesthe pressure in the equal izing reservoir is reduced the desired amount,thereby producing an unbalancing of pressure on opposite sides of theequalizing piston. The piston consequently moves, opening the dischargevalve so as to connect the train-line to atmosphere and lower thetrainline pressure. When the train-line pressure has been lowered inthis manner, so that it is again equal to the pressure of the equalizingreservoir, the discharge valve is closed. In releasing the brakes, thepressure in the equalizing reservoir and train-line are raisedsimultaneously so that the piston does not operate. If, however, twoenginecrs valves are connected to the same system, and if one valve ismoved to apply the brakes, the pressure on the train-pipe side of theequalizing piston of the other valve will be lowered. This has no directeflect upon the discharge valve, since this di'l'lerence in pressuretends to hold the discharge valve more firmly on its seat. Ii, however,the brakes are kept applied for some time, leakage around the equalizingpiston of the engineers valve not in use will lower the pressure in thatequalizing reservoir, and then when the pressure in the train-pipe isagain raised in releasing the brakes an unbalancing of pressure onopposite sides of the piston of the engineers valve not in use will beproduced, since the equalizing reservoir of that engineers valve doesnot have its pressure raised simultaneously with the train-pipepressure. "his unhalancing tends to move the equalizing piston of theengineers valve not in use so as to connect the trainpipe to atmosphereand to exhaust air from the train-pipe. This action will continue untilby leakage past the equalizing piston the pressure in the equalizingreservoir has again been raised. in this manner considerable air may bewasted and. the releasing of the brakes retarded. Consequently, it hasbeen proposed heretofore to employ cut-out cooks for disconnecting theengineers valve not in use from the reservoir line. Obviously, anengineer may frequently neglect to out out the engineers valve not inuse, or if it has been cut out, he may forget to cut it in again when hedesires to use that valve once more, and may thus be unable to apply thebrakes whenneeessary.

The object 01'' my nvention is to provide means for automaticallyrendering inoperative the equalizing discharge valve of the engineersvalve not in use. I accomplish this by providing only a single operatinghandle for both valves and providing means for automatically.renderinginoperative the equalizing discharge valve of an engineers valve whenthe hands is removed. Or, viewed in another aspect, it consists inproviding an auxiliary valve for rendering the equalizing dischargevalve of an engineers valve inoperative and interlocking this auxiliaryvalve with the handle of the engineers valve.

In order that my invention may be readily applied to a standard form ofengineers valve, my invention further consists in arranging theauxiliary valve in the exhaust passage of the discharge valve. This isan arrangement which requires very little modification of the standardengineers valve.

My invention further comprises other features, which will be apparentfrom the following specification, and which are more specificallypointed out in the appended claims.

In the accompanying drawings, Figure 1 represents a train of cars drawnby a locomotive having an engineer's valve at each end; Fig. 2 showsdiagrammatically the brake system for the locomotive and a car; Fig. 3shows a cross-sectional elevation of an engineers valve arranged inaccordance with my invention; Fig. shows an enlarged cross-sectionalview of the auxiliary valve; and Fig. 5 shows a plan view of theengineers valve with the handle removed.

In Fig. 1, A represents a locomotive, and A A represent cars drawnthereby. The locomotive is represented as an electric locomotive, double-ended, with a motormans valve V at each end. The arrangement ofthe braking system is shown diagrammatically in Fig. 2. In this figure,C represents the air-compressor, R the main reservoir, and V V the twoengineers valves connected to the main reservoir and provided with theequalizing reservoirs E and E. The engineers valves are both connectedto the train-line r to which is connected in the usual 'manner on thelocomotive and on each car, the triple valve 25, auxiliary reservoir aand brakerylinder I). H represents a removable handle by means of whicheither of the valves V or V may be operated to control the brakes.

The arrangement of the engineers valves is shown in Figs. 3 and 5. Thehandle II is mounted on the squared top of the spindle of the valve V,and is provided with a shroud S arranged so that the handle can beremoved only when the valve V is in lap-position. (3 represents the pipeconnection to the equalizing reservoir. This pipe is connected in theusual manner by a passage, not shown, with the chamber 1 above theequalizing piston 2. The lower side of the piston 2 is subjected to thepressure in the passage 3, which is connected to the train-line. Theequalizing piston carries the equalizing discharge valve 1, which, whenthe piston is raised, opens a connection from passage 3 to passage 5.This passage 5 in the ordinary engineers valve is open to atmosphere.

The operation of the equalizing piston and discharge valve in theordinary engineers valve, in applying the brakes, has been describedhet'ore, but will be briefly recapitulated. In applying the brakes thepressure in the equalizing reservoir, and consequently in chamber 1, islowered. The pressure on opposite sides of piston 2 is consequentlyunbalanced, the piston 2 lifting valve 4 from its seatand connecting thetrain-pipe to atmosphere? f/Vhen the train-pipe pressure has beenlowered to equalizing reservoir pressure, the discharge valve 4 againcloses. In releasing the brakes, the pressures on opposite sides of thepiston 2 are raised simultaneously, and the piston remains inoperative.If, however, an engineers valve not in use, and consequently inlap-position, is connected to the train-line during a long applicationof the brakes, the pressure in chamber 1 may be lowered by leakage pastthe piston 2. Consequently, when the pressure in the trainline is againraised in releasing the brakes, the pressures on opposite sides ofpiston 2 would be unbalanced and discharge-valve 4 would open,connecting train-line to atmos phere and wasting air. In order to avoidthis action without employing any manuallyoperated cut-out cocks, Iconnect the passage 5 through the pipe 6 to chamber 7 inside theauxiliary valve casing '22, instead of to at mosphere. The arrangementof this auxiliary valve 1 is clearly shown in Fig. IVithin the chamber 7is a longitudinally movable plunger 9, which carries a valve 8, andwhich is actuated by the compression spring 10, which tends to holdvalve 8 against its seat and to break the connection between chamber '7and the exhaust passage to atmosphere 11. 12 represents a pivoted memberengaging the end of plunger 9. I'Vhen the handle is removed from thevalve, the spring 10 holds the valve 8 closed, thereby closing theexhaust passage from the equalizing discharge valve, rendering theequalizing discharge valve inoperative. VVhen the handle is placed inposition, as shown in Fig. 3, it engages the pivoted memher 12, rockingit on its pivot and forcing the plunger 9 inwardly, so as to raise thevalve 8 from its seat and to connect chamber 7 to atmosphere. In otherwords, as long as the handle is in position on the valve, the exhaustpassage of the equalizing discharge valve is connected to atmosphere inthe usual manner, and the operation of the engineers'valve is the sameas that of a standard valve, but when the handle is removed, the exhaustpassage of the discharge valve is closed and the equalizing dischargevalve is rendered inoperative. This action is entirely automatic andrequires no attention from the engineer.

I do not desire to limit myself to the particular construction andarrangement of parts here shown, but aim in the appended claims to coverall modifications which are within the scope of my invention.

that I claim as new and desire to secure by Letters Patentot the UnitedStates, is,-

1. In an automatie airbrake system, in combination with anengineersvalve of the type employing an equalizing discharge valve,means "for automatically rendering the equalizing discharge valveinoperative upon a removal of the handle of the engineers valve.

2. In an automatic air-brake system, in combination with an engineersvalve of the type employing an equalizing discharge ITO valve, means forautomatically closing the exhaust port from the equalizing dischargevalve upon a removal of the handle of the engineers valve.

3. In an automatic air-brake system, in combination with an engineersvalve of the type employing an equalizing discharge valve, a valveadapted to render the equalizing discharge valve inoperative, and aninterlocking connection between said valve and the handle of theengineers valve.

4. In an automatic air-brake system, in combination with an engineersvalve of the type employ ng an equalizing discharge valve, a valveadapted to close the exhaust port from the equalizing discharge valve,and an interlocking connection between said valve and the handle of theengineers valve.

5. In an automatic air-brake system, in combination with an engineersvalve of the type employing an equalizing discharge valve, means forpreventing the removal of the handle except when said valve is in lapposition, and means for automatically rendering the equalizing dischargevalve inoperative upon a removal of said handle.

6. In an automatic air-brake system, in combination with an engineersvalve of the type employing an equalizing discharge valve, means forpreventing the removal of the handle except when said valve is in lapposition, and means for automatically closing the exhaust port from theequalizing discharge valve upon a removal of said handle.

7. In an automatic air-brake system, in combination with an engineersvalve of the type employing an equalizing discharge valve, means forpreventing the removal of the handle except in lap position, a valveadapted to render the equalizing discharge valve inoperative, andoperative connections between said valve and the handle ol the engineersvalve.

8. In an automatic air-brake system, in combination with an cngineersvalve of the type employing an equalizing discharge valve, means forpreventing the removal of the handle except when said valve is in lapposition, a valve adapted to close the exhaust port of the equalizingdischarge valve, and operative connections between said valve and thehandle of the engineers valve.

9. In an automatic air-brake system, in combination with an engineersvalve of the type employing an equalizing discharge valve, aspring-actuated valve connected in the exhaust passage from theequalizing discharge valve and arranged to be engaged normally by thehandle of the engineers valve and held open thereby and to be closedautomatically by its spring when said handle is removed.

10. In an automatic air-brake system, in combination with an engineersvalve of ing connections between said valve and the handle of theengineers valve.

12. In an automatic air-brake system, in combination with an engineersvalve of the type employing an equalizing discharge valve, aspring-actuated valve controlling the operation of the equalizingdischarge valve and arranged to be engaged normally by the handle of theengineers valve and to be moved by its spring when said handle isremoved, and means for prcventing the removal of said handle except whenthe engineers valve is in lap position.

13. In an automatic air-brake system, in combination with an engineersvalve of the type employing an equalizing discharge valve, aspring-actuated valve connected in the exhaust passage l'rom theequalizing discharge valve and arranged to be engaged normally by thehandle of the engineers valve and. held open thereby and to be closedautomatically by its spring when said handle is removed, and means forpreventing the removal of said handle except when the engineers valve isin lap position.

14. In an automatic air-brake system, in combination with an enginecrsvalve of the type employing an equalizing discharge valve, aspring-actuated pivoted member adapted to be engaged by the handle ofthe engineers valve when said handle is placed in'position, and a. valvecontrolled by said member and controlling the operation of theequalizing discharge valve.

15. In an automatic air-brake system, a plurality of engincefls valveseach comprising an equalizing piston and discharge valve, a singleremovable handle to r operating any one ol said valves, means forpreventing the removal of said handle from a valve except when the valveis in lap position, and means for automatically rendering the equalizingdischarge valve of an engineers valve inoperative when the handle isremoved.

16. In an automatic air-brake system, a plurality of engineers valveseach comprising an equalizing piston and discharge valve, a singleremovable handle for operating any one of said valves, means forpreventing the removal of said handle from a valve except when the valveis in lap position, and means for automatically closing the exhaustpassage of an equalizing discharge valve when I each controlling theoperation of an equalizthe handle 1s removed from that engineers ingdischarge valve and adapted to be envalve. gaged by said handle whenplaced in position 17. In an automatic air-brake s stem on thatene'ineers valve. 5 a plurahty of engineer s valves each coinpris- 1 InWitness whereof I have hereunto set my I 5 ing an equalizing piston anddischarge valve, i hand this 8th day of November, 1905.

a single removable handle for operating any GEORGE MACLOSKIE.

one of said valves, means for preventing the removal of said handle froma valve except 10 When the valve is in lap position, and valvesitnesses.

BENJAMIN B. HULL, MARGARET E. W OOLLEY.

